Oil burner



J. GOOD OIL BURNER Filed July '27. 1926 3 Sheets-Shget l INVENTOR on.BURNER Filed Jul 27,- 1926 Aug. 11, 1931.

5 Sheets-Sheet 2 V N OR ATTORNEY Aug. 11, 1931. J. GOOD 1,818,616

OIL BURNER Filed July 27, 1926 s Sheets-Sheet :5

Moro/z CIRCUIT /GN/T/0N C/ cu/r I N ORMH Patented Aug. 11, 1931 UNITEDSTATES PATENT OFFICE JOHN GOOD, OF GARDEN CITY, NEW YORK, ASSIGNOR TOGOOD INVENTIONS 00., OF

' NEW YORK, N. Y., A CORPORATION OF NEW YORK OIL BURNER Applicationfiled July 27,

The invention relates to so-called house heating burners although usefulin other relations and its objects are to improve the reliability ofoperation, eliminate danger of explosion and generally to reduce thenumber of parts and simplify the construction of this class ofapparatus.

In the drawings:

Fig. 1 is a side elevation of a burner,

partly in section, incorporating the principles of this invention.

Fig. 2, a horizontal plan view of the fire pot thereof on the line IIII.

Fig. 3 is an enlarged scale view of the parts of Fig. 1, in the burningposition.

I Figs. 4 and 5 are respectively sections on thei lines IV-IV and. lineV-V of Fig. 3,

Fig. 6 is a diagram of the system.

The burner comprises a combustion chamber or fire pot 1 of any desiredtype adapted to be supported inside the combustion'space of an ordinaryfurnace represented at 2 and connected to or mounted on the end of anair casing 3, which extends outside the fur nace, being usually providedwith legs to rest on the floor, as indicated. The use of a fire pot suchas 1 is preferred but is notv essentlal; the flame can,.if desired, beproected directly into the combustion'space of .the furnace-or beapplied in any other way according to circumstances. i

Combustion supporting air is supplied to the fire pot, or to thecombustion space of the furnace, through the air casing, by an electricmotor 4 driving a. fan blower 5 which is mounted on the outer end of thecaslng. The air enters the fire pot or combustion space through theopenings 6 (Fig. 2) 1n the end casting 7 at either side of the fuelspray device. The motor also drives a-small pump 8 which atomizes thefuel, preferably by means of air pressure, in

45 which-case the pump is an air pump, and in u this case, the suctionside of this pump is connected to a vacuumfeed tank 9, suitablyelevated, which draws in fuel from a remote source not shown anddelivers it to the burner bygravity. The cabinet 10, which 1926. SerialNo. 125,138.

may be mounted on the air casing 3, as

- wise therefrom, like a. drawer, for inspection purposes.

Liquid fuel from the elevated tank 9 flows therefrom, by fuel pipe 12,through a shut off valve 13, oil strainer 14, oil pipe 15, to the oilreceptacle 16 of an electromagnetic oil valve 17 and thence through aregulating valve 18 and fuel line 19 to the spray nozzle 20, orto'whatever type of fuel discharge mechanism is preferred to beemployed. The oil is supplied to the sprayer v by gravity from the tank9, which as stated is o rate'dby the pump 8. The oil supply is tliiismotor-operated. The electric fuel Valve 17 is known to the art; itcomprises a valve proper opened by the pull of an electromagnet 21,bridged across the circuit of the driving motor 4 as indicated in Fig.6, so that the valve is open whenever the motor is active. Theregulating valve 18 controls the rate of 'oil" delivery to the sprayer,being located between valve 17 and the spray nozzle, but arranged" sothat it' can be operated from outside the casing without "withdrawingthe tray. In this flposition it can be adjusted to control the amewithout the objectionable pufl commonly incident to the starting ofcombustion in oilheating apparatus. The nozzle 20 is mounted on theigniter housing .22, which is carried on the tray 11, where it projectsinto andoccupies a central opening 23 in.

the front wall casting 7.

'Air is delivered from the pump 8 through pipe 24, chamber 25 and airline 26 to the nozzle. It is referred to atomize the fuel and introduce1t into the fire pot by air pressure but, as already mentioned, thebroader principles. of the present invention are independent of themethod of introducing the fuel and accordingly there is no intention tolimit the claimsto the use of spraying air, except as otherwisespecified.

The igniter is preferably an electric resistance wire 27 coiled on arefractory base and furnished with screw shell and center. contactterminals like an ordinary Edisonbase electric lamp, b means of which itis physically supporte on, and electrically connected to and through,the igniter carriage 28 with the wire conductors in a flexible electriccable 29, the latter forming part of the'igniter circuit referred tobelow.

The igniter has two positions,bein mov able from its ignitingposition'imme iately below the sprayer, as shown in Figure 1, to aposition rearward thereof as shown in Figure 3, and for this purpose theigniter carriage 28 is mounted to slide on two-parallel rods 30 fixed bytheir ends in the igniter housin'g'22, see Figure 2. The carriage ismoved b 'a connecting rod 31 and a lever 32, whic latter is connected toa motor device, in the present case pneumatically operated andconstituted of a collapsible orsylphon' bellows 33 contained in an airchest 34. Some of the high pressure air from the air line 26 is admittedto this chest through a T connection having a restricted opening 35(Figure 3). When. the bellows is collapsed by the air pressure theigniter is withdrawn from the fire pot to' t e' position shown in Figure3. It will be apparent that the igniter carriage 28 can be movablymounted in various other ways and can be moved by motor devicesdifferent from that shown but which will operate to withdraw the igniterin like manner coineidently with the transmission of high pressure airto the sprayer. This occurs at or slightly after the beginning of thefuel delivery produced by the air pressure.

In the forward position of the igniter a finger 36 (Fig. 5) mounted onthemotor lever 32 closes theigniter switch 37, which is mounted on theair chest and the circuit of which is indicated in Figure 6 and described below. It will be noted that this switch is closed only when theigniter is advanced to its igniting position, and that this is also theshut down or standby position of the burner. The sylphon'bellows 33 hasa coil spring enclosed within it or otherwise acting on it for movingthe carriage to its igniting position; the air pressure holds theigniter in its retracted position against thisspring, and thus so longas the spraying air is flowing to the sprayer, that is to say, so longas fuel is being delivered for normal combustion, the igniter iswithdrawn into its housing as in Figure 3.

The electric connections between the control mechanism in the cabinet 10and the electrical membersin the casing 3 are made separable, asindicated at 38, so that they can be disconnected when the tray 11 is tobe withdrawn; some of the wires inside the casing are protected andsupported by guard tubing indicated at- 40.

The diagram of Figurel indicates that the room thermostat 41 and thehouse supply circuit are used for controlling the burner through theapparatus contained in, the cabinet 10. This apparatus comprises twomagnetic switches diagrammatically shown and marked 42 and 43respectively in Fi ure 6, athermostatic .member 44 herein regirredto asthe lag thermostat, an electric resistance heater 49 therefor, and, inthe case of alternating current supply, a transformer indicated at 45.The circuit connections of these parts are not substantially differentfrom the system shown and claimed in the application of John Good andEdgar H. Olsen, Serial No. 42,147, filed July' 8, 1925, to whichreference may be had.

The operation is as follows, assuming that the burner has been inactivefor a period of time and its parts are cold. At such time the ignitermechanism will be in the standby position indicated in Figure 1, theigniter switch 37 being closed, because the carriage is advanced, but nocurrent is furnished to the igniter at this time. If now the roomthermostat 41 calls for heat by closing against its two contacts 46 and47, (particularly 47), it will establish a closed'circuit, whichincludes the transformer 45, the magnet 42, the (closed) igniter switch37, the lag thermostat 44, the room thermostat 41, and nothing else.Energization of magnet 42 closes the circuit marked Ignition eircuitwhich derives its power from the high voltage side of the transformerand includes the igniter resistance wire 27 and the re-' sistance heater49 in series. This're'sistance is mounted in heating relation to the lagthermostat 44, being generally wound about the latter although not soshown in the diagram. The heating of the lag thermostat thus beginscoincidently with the energization of the igniter and the two aremutually 1 dependent, being in series. The heating of to establish aholding circuit for the magnet itself, so that it will remain energizedeven after the lag thermostat has separated from its lefthand or coldcontact 54. Thislilding circuit, if traced, will be seen to include themagnet 42 and igniter switch 37,

in series relation, so that the opening of the latter will deenergizethat magnet as later described.

While the lag heater 49 is getting hot the-igniter 27 is also becomingincandescent,

being still in its advanced position and directly below the fueldischarge devlce 20. N 0 other effect occurs until the lag thermostat44, becoming sufliciently heated, closes against contact 55. When itengages-"this contact it establishes a circuit WhlCll starting from thelower side of the transformer, is traced as follows: the magnet 43,contacts 50 and 51, (connected by action of magnet 42) contact 55, lagthermostat 44, wire 56 and room thermostat contacts 47 and 46 back tothe transformer. This energizes the magnet 43. The closure of the lagthermostat against contact 57, thereb connecting'the latter with 55, hasno e ect except to insure the energization of magnet 43 in the event ofany failure or weakness of contact at 47 in the room thermostat; thisbeing the last made of the two contacts in that device, is sometimes notmade with a suflioientlyfirm pressure. The energization of magnet 43closes the motor circuit connected, as indicated, on the high voltageside of the transformer. and it also connects contacts 58 which closesthe holding circuit for that magnet shown by heavy lines. This insuresthat the magnet 43 will remain energized for as long as the thermostat41 continues to call for heat by its engagement with contact 46. Themotor circuit includes the electric oil valve 17 above referred to, butit will. be noted that the motor circuit can not close until sufficienttime has elapsed for the lag thermostat 44 to move from its cold orleft-hand position to its \hot or right-hand position, and this time issufiicient to allow the igniter 27 to attain an igniting temperature andfor any residuary explosive vapor in the combustion space to becomedissipated. The first effect of the closure of the motor circuit is toopen the electric valve 17, such valve being relatively quickacting andquicker to respond to the current than the motor 4. Opemng of the oilvalve 17 causes an instantaneous and slight spurt of oil to be deliveredfrom the spray nozzle 20, without air, which drips on to the nowincandescent igniter. ered is small enough so that it doesnotflood orchill the igniter, but is instantly inflamed and begins to burn. Theactual ignition of the fuel is thus of non-atomized oil, and

this is preferred though not essential to suecgssful operation; theatomized spray will also ignite from the igniter. The preliminary dripof oil on the projecting igniter is promptly followed by the beginningof the normal fuel spray produced by the high pressure-air arriving fromthe airpump 8 and is accompanied bythelnormal delivery of lower pressureair from the fan blower 5. The delay in'the' commencement of-the normalspray is due in. part to theflcapacity of the air receiver 25in the airline and the time required for the motor tojattain its The quantitydeliv-- switch 37, the effect of which is to break the-holding circuitof magnet 42, de-energizing the latter and thereby'openlng the gnitioncircuit. Thereupon the 1gn1ter itself and the lag heater 49 in thecabinet 10 cool down to normal temperature and the la thermostat 44, oncooling, restores itsel to its normal cold side position engagingcontact. 54 ready for the next cycle. The burner is now in normalcombustion operation which will cease whenever the heavy line circuit isbroken in the room thermostat. Various safeguards will be observed to bepresent in the circuit arrangement above described but which need not behere described in detail. It is impossible, for example, tore-energizethe magnet 43, after its circuit, has been opened, until thelag thermostat has again moved into connection with its hot side contact55. This enforces an appreciable interval, as above stated, and therebyavoids a serious objection to many proposed burner systems, in that itis not possible to recommence the delivery of fuel .mtoa fire pot stillremaining at an igniting temperature from its last preceding operation.In the present system, this danger of mishap is avoided because theigniter must be in readiness not only to receive but also to ignite thefuel, before the motor-operated fuel dischar e device is when theigniter carriage 48 is in its projecting or forward position, it closesthe passageway through the igniter housing so that no substantial airdraft can pass over the igniter while it is active, and even thoughthere may 'be a considerable flow' of air on either side of itthroughthe side passages 6. When the carriage withdraws,

air may flow through the igniter housing" and is effective for burningoff any residue of 3 oil on the igniter, keeping it clean and alsocooling it, so that its useful life will be prolonged.

The following is claimed initial delivery and means for effecting such..-relat ive movement ofthe delivery and even set in o er-ation.Ign1t1on 1s facilitated by the act that the igniter that subsequent toignition the latter is outside the sprayed delivery zone.

3. An oil burner comprising a fuel delivery passage terminating in adischarge outlet to the burner, means ada ted to deliver dil at saidoutlet initia y in nonspray form, in the path of such delivery adaptedto ignite the same and means operative thereafter to deliver the fuel atsaid outlet in spray form, for normal combustion.

4. An oil burner comprising an oil sprray nozzle, means for dischargingoil there om initially under low pressure, to effect nonspray delivery,and subsequently under higher pressure, to effect delivery of the oil inspray form, and an igniter positioned to receive and ignite said initialnon-spray delivery of oil.

5. In an oil burner, the combination of a fire pot and an air casingleading thereto, a drawer insertable in said casing up to the pot, amovable carriage mounted on the drawer, an igniter on said carriage andmeans for moving the igniter beyond the end of the drawer into the firepot.

6. In an oil-burner,' the combination with the combustion chamber of anair casing leading thereto, a'drawer in said casing, an igniter and amovable carriage therefor mounted on the drawer, a motor device on thedrawer for moving the carriage and electrical and fuel supplyconnections'at the end of the drawer.

7. In an oil burner, the combination with the combustion chamber of anair casing leading thereto, a drawer in said casing a carriage and an'igniter thereon mounted on the drawer and movable longitudinally ofthe-casing into and out of the combustion space, a motor on the drawerfor moving the carriage, and electrical and fuel supply connectionsoutside the drawer on the end of the same remote from the combustionspace.

8. In an oil burner, the combination with the combustion chamber of anair casing leading thereto, a drawer in said casing, a carriage mountedon the drawer and movable longitudinall of the casing toward and fromthe com ustion space, a motor on the drawer for moving the carriage, afuel nozzle on the drawer located to discharge into the combustion spaceand an igniter on the carriage adapted to be moved thereby into and outof the combustion space, into and out of igniting relationship to thedischarge from the fuel nozzle.

In testimony whereof, I have signed this specification.

J OHN GOOD.

an igniter positioned below and a

